Snow-plow.



Patented Dec. 30. |902.

Het:t 712,283"

J'. w. RUSSELL.

S N D W P L 0 W (Application filed May 1 5, 19400.)

(No Moniek.)

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l Patented Dec. 30, |902. J. W. RUSSELL.

S N 0 W P L D W (Appxicaeiun med may 15, 19001) 3 Sheets-Sheet 2.

(.No Model.)

Inveno r:

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Patented Dec. 30, |902.

W. RUSSELL.

SNOW PLOW.

App1icaeion med may 15, i900.)

3 VSheets-Sheet 3.

(Nu Model.)

THE Nonms PETERS do. moruuma, wAsHlNm'oN, n. c.

JAMES WILLIAM RUSSELL, OF BOSTON, MASSACHUSETTS, ASSIGNOR TO RUS- SELLCAR AND SNOW-PLOW COMPANY, A CORPORATION OF MAINE.

S N OW- PLOW.

SPECIFICATION forming part of Letters Patent No. 717,283, dated December30, 1902. Application inea May 15, i900. serai No. 16.724.. (No man.)

To all whom it may con/cern,.- V

Be it known that I, JAMES WILLIAM RUS- SELL, of Boston, in the county ofSuffolk and State of Massachusetts, have invented certain tracked roadsrun to the rightthat is, trainsi moving in either direction pass to theright ofA those moving in the opposite direction. Hence snow-plows toavoid throwing snow toward the second track or the other trains must zothrow all the snow'in one direction, generally to the right, asdoes thedouble-track snowplow shown in patent granted to `me March 15, 1892, No.470,951. Y

In the best form of my double-end snow-` to throw the snow to the rightand the other end to throw it to the left. In the use ofa plow of thistype in yards less switching over is required, as the plow is operativewhen moving in each direction and no dead-head trips need be made. Thisstyle of plow is also re quired on such portions of railways as runalong the side of a mountain or river, where it is desirable andsometimes necessary that the snow be thrown from both tracks into theriver or away from or down the hill.

In the drawings, Figure l is a plan view of this double-end double-tracksnow-plow,r

showing the long coupling, push or power bar, movable longitudinally,Aand other features. Fig. 2 is a side elevation of the same. Fig.'3

is a side elevation of part of the power-bar and adjoining parts,showing a little more than one-half of the length of the same, drawn ona larger scale than Figs. l and 2, illustrating some details. Fig. iis aplan view of the frame-timbers, showing top of the push-bar andadjacent'parts at linea: Figs. Zand 3. Figs and `6 are transversesections on `a.

5o larger scale at lines'5`5 and 6 6 of Fig. 4. 1

vpoints`to the frame-timbers.

plows I have made one end of the car or plow vMy invention is embodiedin a stronglybuilt car mounted upon trucks adapted to `run upon ordinaryrailroads and furnished with longitudinally-adj ustable push or draw.barhaving a coupling-head at each end and a detachable fastening forsecuring such bar alternately at two different intermediate Such car isshown furnished at each end with snow-removing apparatus integral withthe car, the 6o whole constituting a double-end snow-plow.

Various features peculiar to my invention are hereinafter described, andespecially referred to in the appended claims.

Each end of said car orsnow-plow consists of an'inclinedsurface A, Fig.l, to lift the snow and a moldboard or share B, Fig. 2, to throw thesnow off to one or both sides of the track. This car or double-endsnow-plow is formed with the central cab-section C, Figs. 7o 1 and 2, toprovide roomA for men in charge of the snow-plow and also with thecupola or lookout D on top to enable the men in charge to better performtheir work.` The long pushbar,` draw-bar, or power-bar -E is ofcontinuous metal or timber detachably secured to the timbers of thecar-frame and made of a length y somewhat less than the full length ofthe car or snow-plow, so that either end may protrude beyond the plowwhile the other is retracted. 8o

Efcient means are provided by which said barV may be movedlongitudinally in order that the end of the plow that is being used mayhave its front free from the obstruction that any exposed coupling orbuffer would offer to the movement of the snow over the inclined frontof the plow. The ends of this movable bar are provided with suitablecouplingheads,whereby the locomotive or another car is connected with myimproved plow at 9o either end.

In order to relieve the frame of the plow -`from unnecessary strain, Iapply the propelling power thereto as near as possible to the 'point ofresistance in removing snow-that 95 tive ends of the plow, thus applyingthe strains of use to one set of said plates in using one of the twoplows and to the other set when using the other plow. This push or powerbar is shown in Figs. 3, 4, and 5 as secured to the forward portion ofthe car or snow-plow by a removable locking-pin F,passing through thisbar near its end and through substantial metal plates G above and belowsaid bar and bolted to the heavy sills H at each side of the bar. Themetal platesG are shown reinforced by longitudinal steel strips orplates G, bolted to the sills H and to the plates G and turned up at theends to bear against cross-sills H and oblique end timbers A. Anysuitable means for securing said bar to the frame of the car or plow andreleasing the same, so that it may be moved longitudinally to engagewith the plates at the opposite end, may be substituted therefor.

The wooden power-bar E at each end near the locking-pin is protected andstrengthened by a metal plate on both its upper and lower sides firmlybolted or otherwise secured to the bar. I have shown in Figs. 3, 4, and5 at F.2 a half-inch steel plate extending from the coupling-head backbeyond the lockingpin F for this purpose. The hole in the power-bar Efor the locking-pin F is also furnished with or protected by the metallining or bushing EB, Figs. 3 and 5.

To secure the power or push bar to thecar or plow by means of a pin orother locking device into wood only, the wood would not stand the severeuse that such bar would be subjected to when one or more locomotives arecoupled to the other end of the long bar and pushing and pulling, as isdone in the use of cars and snow-plows upon railroads. By protecting andstrengthening the wooden bar with metal, as stated and shown, the holein the bar E will not become so enlarged by use or Wear as to becomeinoperative or reuder the use of the bar dangerous.

To put holes in the wooden power-bar E large enough for a pin ofsufficient size to give the required strength will greatly weaken thebar. I have, therefore, also strengthened the bar E at the vertical holefor the pin F by bolts E4, Figs. 3, 4, and 5, passing horizontallythrough the said bar at each side of the hole for said pins.

My improved snow-plows are some forty to forty-tivefeetlong.Difficultyisexperienced in getting timber sufficiently long, large, andsound to stand the pressure of snow resistance to two, three, andsometimes more powerful locomotives. I therefore form the push or powerbar E in two or more laterally-joined pieces of selected wood, securelybolted together at frequent intervals with the grain reversed toconstitute one sti composite bar. (See Figs. 3, 5, and 6.) The verticalbolts uniting the two timbers are countersunk, as indicated by dottedlines in Fig. 3. Such thinner timbers of full length can be obtainedfree from defects and from heart-pieces, and when securely united thecomposite bar is less likely to warp than a-single stick. Thiscontinuous push-bar should have at least onefourth inch clearancebetween it and the crossing timbers in the frame of the snow-plow and anequal clearance between it and the floor aboveit to prevent any bindingeffect between such timbers or flooring and to facilitate moving iteudwise. Rollers J are placed under this push-bar. (See Figs. 3, 4, and6.) Upon these the push-bar E rests and is supported in order that itmay be moved longitudinally without difficulty. These rollers supportingsaid bar constitute one feature of my invention.

Various devices may be employed to move the push-bar E longitudinally.As shown in Figs. 3 and 4, I mount a transverse shaft K in suitablebearings fixed to the sills of the plow. This shaft is provided with oneor more cranks or hand -wheels L, preferably made detachable, by whichthe shaft may be rotated. A stout chain M, Figs. 3 and 4, connects themiddle portion of shaft K to the movable push-bar. The middle of thechain is attached t0 the shaft, and each end of the chain is secured tothe push-bar some feet distant from the shaft. When the push-bar is inits normal position-that is, with one end extended beyond one of theinclines A of the snowplow and its other end retracted or drawn insideof the other end of the plow, as'

illustrated in Figs. l, 2, 3, and 4--the major part of the chain M willbe wound around the shaft and the other half unwound or stretched out.

In order to change the position of the pushbar, the coupling-pin F mustfirst be withdrawn from the hole through said bar and the lowercoupling-plate G, so as to release the bar. This may be done by hand orby any convenient mechanical device. Then by turning the hand-wheel L orthe shaft K the portion of chain M which had been extended will be woundupon the shaft, and at the same time the coiled portion of said chainwill be unwound or let out as the chain draws the push-harto its newposition.

A brace or chock or filling-piece N is placed above the push-bar E, justbelow the top of the incline A of the snow-plow, to prevent the end ofthe power or push bar from lifting when the enginebehind is pushingagainst it. I have shown this device in Figs. 3 and 4 as a bar-ironbrace, support, or stop. Such brace or support N when placed as shownwill also act as a stop or catch to limit the rearward longitudinalmovement of the power or push bar and stop the reverse travel of the barwhen the hole in it for the locking-pin F is in line with the hole inthe coupling-plate G, Figs. 3, 4, and 5. This brace, support, stop, orfilling-piece is a feature of my invention.

To shield the chains, rollers, or other means used to move the push-barlongitudinally, the

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'masse same should be inclosed or boxed in,as in Figs. 3, 5, and 6, orbe otherwise covered to protect such parts from snow and from becomingfrozen up and difficult to operate, if not altogether inoperative.v Suchshield S is a part of my invention.

The sides of the car or double-end snowplow from end to end are extendedAidown nearly to the level of the railroad-track, as

`in Fig. 2, so as to prevent the lateral entrance.

plow is traveling around curves in the track` or road. This constitutesa feature of my invention.

I provide a door O, Fig. l, with secure fastenings or other suitablemeans of closing or covering the openings in the ends of the snowplowthrough which the ends of the power or push bar E protrude. Such meansfor covering the opening when the bar is retracted form a feature of myinvention. I also provide a covered opening or recess P in each of theinclined snow-plow faces, Fig. 2, to permit the air-brake appliance tobe connected at the rear end and toV close the opening in the end beingused to remove the snow, thereby avoiding the obstruction to themovement of the snow and the damage that would be done to the hose oft-he air-brake if it was eX- posed.

My double-track snow-plow is provided at the extreme outside of the carat the front end of each share or moldboard B, Fig. 2, with an uprightmetallic cutter Q, Fig. 2, preferably of steel or iron plate at leastthreeeighths of an inch in thickness. These two vertical plates willweigh about a ton, more or less. In the double-end snow-plow shown inthe illustrations, Figs. l and 2, two of these plates are required onone side of the car and none on the other. To counterbalance this eXtraweight on one side of the car or snow-plow, the floor timbers or sillsare increased in number or size or the bottom made solid upon the sideof the plow opposite to that carrying the metal plates or the uprightcutters. These extra timbersTgive added strength as well as weight, andare thus better than mere ballast. This arrangement to offsetsubstantially the weight of the cutters at the front of the share ormoldboard constitutes part of my invention.

The plows at opposite ends ofthe car may have their moldboards extendingin oblique planes, substantially parallel, instead of in oppositeoblique directions, as Figs. l and 2 represent them. When arranged inparallel planes, the snow will be thrown to the right,

for instance, when the plow moves in either direction instead of beingarranged for righthand and left-hand running, as in the constructionshown in Figs. l and 2.

I claim as my inventionl. A railway-car provided at each end with asnow-plow integral with the car-body, having ashare or moldboardextending obliquely from the outside of one rail to the outside of theother rail, to throw substantially all the snow in one direction,substantially as set forth.

2. A railway-car provided at each end with a snow-plow, the share ormoldboard inthe snow-plow integral with the car-body at one end of thecar extending in the opposite oblique direction to that at the other endof the car, thereby making a double-end snow-plow forright-hand and forleft-hand running, substantially as set forth.

3. A railway-car provided at each end with 'a snow-plow integral withthe car-body, and

with an intermediate or centrally-located cabsection furnished with adoor, for the accommodation of the men in charge of the snowplow,substantially as set forth.

4. A snow-plow for railways having a contin uous coupling or push barextending nearly from end to end of the car-body, such bar being formedof two or more timbers bolted together laterally, Vand having holesfurnished with metallic bushings to receive the pins connecting said barto the car-body, substantially as set forth.

5. A railway-car provided at each end with a snow-plow, having a longcoupling or push bar movable lengthwise of the car or snowplow, and itsends adapted to project alternately beyond the inclines or ends of thesnow-plow, a hole near each end of the pushbar and ahole in acoupling-plate on the frame of the car to receive a coupling or lockingpin, adapted to fix the bar with either end projecting beyond thecorresponding incline or end of the snow-plow, and the other end of thebar retracted or drawn within the corresponding end of the car orsnow-plow, substantially as set forth.

6. A railway-car provided at each end with a snow-plow, and having along coupling or push bar movable lengthwise of the car or snow-plow, incombination with a chain attached to the push-bar, a shaft for saidchain and means for rotating said shaft to move IOO IIO

positions lengthwise of the frame, and provided, near each of its ends,with fastenings for securing it, beneath the inclined face of the plowproper, to the corresponding end of the frame, substantially set forth.

9. In a double-end snow-plow,the long coupling or push bar, adjustablelengthwise of the car or snow-plow, and a connecting-pin near each endof said bar, in combination with two coupling-plates G secured near eachend of the car or snow-plow frame sills, and adapted to engage said pinsalternately, substantially as set forth.

10. In a double-end snow-plow, the longitudinally-adjustable coupling orpush bar and a connecting-pin near each end of said bar, in combinationwith two coupling-plates G secu red to the sills H of the car orsnow-plow, and with longitudinal metal reinforcing-strips G', above andbelow the plates G and bolted to the sills H, substantially as setforth.

ll. A car or snow-plow provided with a continuous power-bar adjustableto two different positions lengthwise of the car, the coupling parts ofsaid bar having vertical holes to receive the pins which connect the barto the frame or body of the car or plow, and being reinforced laterallyby transverse horizontal bolts in front and rear of said holes, toprevent splitting, substantially as set forth.

l2. A car or snow-plow provided with a continuous power-bar, adjustableto two different positions of the frame or body, in combination with atransverse brace N, secured across the frame at each end thereof, andeX- tending over the power-bar to support its end portions against thestrains of use, substantially as set forth.

13. A car or snow-plow provided with a continuous power-bar, adjustableto two different positions of the car, in combination with meansexternal to the car and connected within the car to said power-bar,whereby such bar may be adjusted longitudinally to its two positionsalternately, substantially as set forth.

In testimony whereof I have affixed rny signature in presence of twowitnesses.

' JAMES WILLIAM RUSSELL.

Witnesses:

A. H. SPENCER, I. C. ROGERS.

